CN104648117A - Hybrid power train for vehicles - Google Patents

Abstract

A hybrid powertrain for a vehicle, comprising a drive shaft rotated by power from an engine; an engine side drive gear concentrically mounted on the drive shaft to be rotated by power from the drive shaft; first and second power transmission control units configured to Different power transmission paths are formed for transmitting power from the drive shaft to the drive gear on the engine side, and the respective power transmission states are controlled; the output shaft, the output shaft is arranged parallel to the drive shaft; the driven gear on the engine side, the driven gear on the engine side The rotation is provided on the output shaft to mesh with the engine side drive gear; the clutch unit, the clutch unit is used to switch the operation state of the engine side driven gear between the fixed state and the release state with respect to the output shaft; the motor side drive gear, the motor a side drive gear rotated by the power of the motor; and a motor side driven gear fixedly provided on the output shaft to mesh with the motor side drive gear.

Description

Hybrid powertrain for vehicles

technical field

The present invention relates generally to hybrid powertrains for vehicles, and more particularly, to hybrid powertrains for vehicles that can transmit power from at least one of an internal combustion engine and an electric machine to a driven mechanism.

Background technique

Generally, a hybrid powertrain for a vehicle is designed to drive the vehicle's shaft and gear sets by optimally, harmoniously and efficiently utilizing the power output from the internal combustion engine and the power output from the electric machine. In order to increase driving efficiency of a vehicle, a hybrid powertrain is configured to effectively utilize complementarity of torque characteristics of an engine and a torque characteristic of an electric motor.

A conventional hybrid powertrain is designed such that, when the vehicle is started or driven at a low speed, the hybrid powertrain enters an EV (Electric Vehicle) mode, in which the vehicle is driven by an electric motor with good low-speed torque characteristics, and when the vehicle is driven at a medium or When driving at high speed, the hybrid powertrain enters the engine mode, in which the vehicle is driven by an engine with relatively higher torque characteristics than the electric motor mode, and when the vehicle needs to be driven by a relatively high torque, the hybrid powertrain enters the hybrid mode, Therein, the vehicle is driven by both engine torque and electric motor torque.

Further, a hybrid powertrain for a vehicle needs to have various driving modes and needs to realize multiple gear positions in each driving mode with a simple configuration by optimally utilizing engine torque characteristics and electric motor torque characteristics.

The information disclosed in the Background of the Invention section is only intended to deepen the understanding of the general background of the present invention, and should not be considered as an acknowledgment or in any form to imply that the information constitutes the prior art known to those skilled in the art.

Contents of the invention

Aspects of the present invention are directed towards providing a hybrid powertrain for a vehicle that has various driving modes and can realize a plurality of gear positions in each driving mode using a simple configuration by optimally utilizing engine torque characteristics and electric motor torque characteristics, Thereby increasing the driving efficiency of the vehicle and increasing the mileage of the vehicle.

In one aspect of the present invention, a hybrid powertrain for a vehicle may include: a drive shaft mounted to be rotated by the power of the engine; an engine side drive gear concentrically mounted on the drive shaft so as to be rotated concentrically by the power of the drive shaft a first power transmission control unit and a second power transmission control unit configured such that the first and second power transmission control units form different power transmission paths for power transmission from the drive shaft to the engine side drive gear, and control the respective power transmission state; the output shaft is arranged in parallel with the drive shaft; the driven gear on the engine side is arranged in rotation on the output shaft and meshes with the drive gear on the engine side; the clutch unit is set so that the operating state of the driven gear on the engine side is relatively The output shaft is switched between a fixed state and a released state; the motor side driving gear is rotated by the power of the motor; and the motor side driven gear is fixedly provided on the output shaft and meshed with the motor side driving gear.

The first power transmission control unit may include an engine clutch installed between the drive shaft and the engine side drive gear, and the second power transmission control unit may include a planetary gear mechanism, the A planetary gear mechanism is installed between the drive shaft and the engine side drive gear at a position disengaged from the engine clutch.

The engine clutch is installed in the engine side drive gear.

The planetary gear mechanism may include a planet carrier directly connected to the drive shaft, a ring gear directly connected to the engine side drive gear, a sun gear and a brake, and the sun gear rotates to set On the drive shaft such that rotation of the sun gear is controlled, the brake is mounted for selective engagement with the sun gear to control rotation of the sun gear.

The generator is connected to the ring gear of the planetary gear mechanism to generate electricity from the input power.

The clutch unit may include a dog clutch configured to switch an operation state of the engine-side driven gear with respect to the output shaft between a fixed state and a released state.

The clutch unit may include a synchromesh device configured to switch an operating state of the engine-side driven gear with respect to the output shaft between a fixed state and a released state.

The engine side drive gear may have a larger diameter than the engine side driven gear, and the motor side drive gear may have a smaller diameter than the motor side driven gear.

As described above, the present invention provides a hybrid powertrain for a vehicle that has various drive modes and can realize a plurality of gear positions in each drive mode with a simple configuration by optimally utilizing engine torque characteristics and electric motor torque characteristics, so The present invention can increase the driving efficiency of the vehicle and can increase the mileage of the vehicle.

The method and apparatus of the present invention have other features and advantages that will be apparent from the drawings and the following detailed description, or will be read in the drawings and the following description, incorporated herein. The detailed description is set forth in the detailed description, and together these drawings and detailed description serve to explain certain principles of the invention.

Description of drawings

FIG. 1 is a view schematically showing the configuration of a hybrid powertrain for a vehicle according to an exemplary embodiment of the present invention.

FIG. 2 is a view illustrating the hybrid powertrain according to the exemplary embodiment of FIG. 1 when the hybrid powertrain forms a first gear in an engine mode.

FIG. 3 is a view illustrating the hybrid powertrain according to the exemplary embodiment of FIG. 1 when the hybrid powertrain forms a second gear in an engine mode.

FIG. 4 is a view illustrating the hybrid powertrain according to the exemplary embodiment of FIG. 1 when the hybrid powertrain enters an EV mode.

5 and 6 are views illustrating the hybrid powertrain according to the exemplary embodiment of FIG. 1 when the hybrid powertrain forms different parallel modes.

FIG. 7 is a view illustrating the hybrid powertrain according to the exemplary embodiment of FIG. 1 when the hybrid powertrain enters a serial mode.

It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features characteristic of the basic principles of the invention. The specific design features of the invention disclosed herein, including, for example, specific dimensions, orientations, locations and shapes will be determined in part by the particular intended application and use environment.

In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing.

Detailed ways

Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with exemplary embodiments, it will be appreciated that present description is not intended to limit the invention to those exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims .

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Referring to FIG. 1, a hybrid powertrain for a vehicle according to an exemplary embodiment of the present invention includes: a drive shaft 1, an engine side drive gear 3, a first power transmission control unit and a second power transmission control unit, an output shaft 5, The engine side driven gear 7, the clutch unit 9, the motor side drive gear 11 and the motor side driven gear 13, wherein the drive shaft 1 is mounted to be rotated by the power of the engine E; the engine side drive gear 3 is concentrically mounted on the drive shaft 1 so as to be rotated concentrically by the power of the drive shaft 1; the first power transmission control unit and the second power transmission control unit are configured such that the first power transmission control unit and the second power transmission control unit can transmit power from the drive shaft 1 The drive gear 3 on the engine side forms different power transmission paths, and the respective power transmission states can be controlled; the output shaft 5 is arranged in parallel with the drive shaft 1; the driven gear 7 on the engine side is rotatably arranged on the output shaft 5 so as to drive with the engine side The gear 3 is engaged; the clutch unit 9 is provided so that the operating state of the driven gear 7 on the engine side is switched between a fixed state and a released state with respect to the output shaft 5; the motor side drives the gear 11 to rotate by the power of the motor M; The drive gear 13 is fixedly provided on the output shaft so as to mesh with the motor side drive gear 11 .

In other words, the hybrid powertrain of the present invention is configured such that the power of the engine is output through the drive shaft 1 and the engine side drives the gear 3 and the engine side from the drive shaft 1 under the control of the first and second power transmission control units. Both driven gears 7 rotate, so the power of the engine can be transmitted to the output shaft 5 , and the power of the motor can be transmitted to the output shaft 5 through the meshing of the motor side driven gear 13 with the motor side drive gear 11 .

In the present embodiment, the first power transmission control unit includes an engine clutch 15, and the second power transmission control unit includes a planetary gear mechanism 17, wherein the engine clutch 15 is installed between the drive shaft 1 and the engine side drive gear 3, and the planetary A gear mechanism 17 is installed between the drive shaft 1 and the engine side drive gear 3 at a position disengaged from the engine clutch 15 .

In the exemplary embodiment of the present invention, the engine clutch 15 is installed in the engine side drive gear 3 .

The planetary gear mechanism 17 includes: a planet carrier C, a ring gear R, a sun gear S and a brake 19, wherein the planet carrier C is directly connected to the drive shaft 1; the ring gear R is directly connected to the engine side drive gear 3; to control the sun gear The way of rotation of S is that the sun gear S is rotatably installed on the drive shaft 1; a brake 19 is installed to control the rotation of the sun gear S.

Therefore, when the brake 19 remains in the released state, the planetary gear mechanism 17 cannot transmit the power of the drive shaft 1 to the engine-side drive gear 3 . However, when the brake 19 is kept in the engaged state, the power that has been transmitted to the drive shaft 1 of the carrier C can be output to the ring gear R after the speed of the power is increased, so the engine side can drive the gear 3 at a faster speed than the drive shaft 1. Higher speed rotation. In the above state, the engine clutch 15 should remain in the released state.

Further, a generator G is connected to the ring gear R of the planetary gear mechanism 17 so as to generate electricity using input power. Therefore, the generator G can use the power of the engine E to generate electricity. Electricity generated by the generator G is charged into the battery, and supplied to the motor M. As shown in FIG.

In this embodiment, the clutch unit 9 may include a dog clutch or a synchromesh device that can switch the operating state of the engine side driven gear 7 between a fixed state and a released state with respect to the output shaft 5 .

Here, when the dog clutch is used as the clutch unit 9, in order to connect the engine side driven gear 7 to the output shaft 5, it is necessary for the dog clutch to be controlled so that the rotation speed of the engine side driven gear 7 is close to the output shaft The rotational speed of 5 is then brought into engagement to reduce the rotational speed difference between the engine side driven gear 7 and the output shaft 5 by controlling both the engine E and the generator G. On the other hand, when the synchromesh is used as the clutch unit 9, even when the difference in rotational speed between the driven gear 7 on the engine side and the output shaft 5 is high, the synchromesh can be more effective than the dog clutch The engine side driven gear 7 is connected to the output shaft 5 efficiently and power can be transmitted from the engine side driven gear 7 to the output shaft 5 more efficiently.

Further, in the exemplary embodiment of the present invention, the diameter of the engine-side driving gear 3 is configured to be larger than the diameter of the engine-side driven gear 7, and the diameter of the motor-side driving gear 11 is configured to be smaller than that of the motor-side driven gear 13. diameter. Therefore, when the vehicle is driven by the power of the engine E, the engine power can be transmitted to the driving wheels in an overspeed state, so the high-speed driving mode of the vehicle can be mainly performed by the engine power. However, when the vehicle is driven by the power of the motor M, the motor power is output after increasing the motor torque by reducing the speed of the motor power, so the low speed driving mode of the vehicle can be mainly performed by the power of the motor M. Therefore, the hybrid gear train of the present invention can effectively and complementary utilize the torque characteristic of the engine and the torque characteristic of the electric motor, and can increase the mileage of the vehicle.

2 and 3 show the hybrid powertrain according to the present embodiment when the hybrid powertrain forms different gears in the engine mode, wherein FIG. 2 shows the hybrid powertrain forms the first gear in the engine mode . In the first gear stage in the engine mode, the engine clutch 15 has been brought into an engaged state, the brake 19 has been brought into a released state, and the clutch unit 9 connects the engine side driven gear 7 to the output shaft 5 .

Therefore, engine power is transmitted to the engine side drive gear 3 via the engine clutch 15, and the power that has been transmitted from the engine side drive gear 3 to the engine side driven gear 7 is transmitted via the clutch unit before being output from the output shaft 5 to the differential gear set or the like. 9 is transmitted to the output shaft 5.

FIG. 3 shows a hybrid powertrain forming a second gear stage in engine mode. In the second gear stage in the engine mode, the engine clutch 15 has entered the released state, the brake 19 has entered the engaged state, and the clutch unit 9 connects the engine side driven gear 7 to the output shaft 5, so the engine power can be The speed of the power is transmitted to the engine side drive gear 3 after being reduced by the planetary gear mechanism 17 . Then, power is output from the engine side drive gear 3 to the output shaft 5 via the engine side driven gear 7 and the clutch unit 9 .

FIG. 4 shows the hybrid powertrain according to the present embodiment when the hybrid powertrain enters EV mode. In the EV mode, the engine can be kept in a stopped state, both the engine clutch 15 and the brake 19 have entered their respective release states, and specifically, the clutch unit 9 has entered into which the engine side driven gear 7 is disconnected from the output shaft 5 The release state of the connection. In the above state, the motor power can be directly output to the output shaft 5 via both the motor-side drive gear 11 and the motor-side driven gear 13 .

5 and 6 illustrate the hybrid powertrain according to the present embodiment when the hybrid powertrain forms different gear positions in the parallel mode. Here, FIG. 5 shows gear positions in which the engine clutch 15 has entered the engaged state, the brake 19 has entered the released state, the clutch unit 9 connects the engine side driven gear 7 to the output shaft 5, and the engine and the electric motor are simultaneously operated , Therefore, the engine power and the electric motor power are combined at the output shaft 5, and the combined power is output from the output shaft 5 to the differential gear set and the like.

FIG. 6 shows the gear steps in parallel mode that have been achieved according to FIG. 5 by releasing the engine clutch 15 and by bringing the brake 19 into engagement. In the gear positions in the parallel mode shown in FIG. 6, the engine power can be transmitted to the engine side driving gear 3 and transmitted to the engine side driven gear 7 after the speed of the engine power increases, so the engine power and the electric motor power Can be output from the output shaft 5 after being combined together. Therefore, in the gear position of FIG. 6 , the rpm of power output from the output shaft 5 may be higher than that in the gear position of FIG. 5 .

FIG. 7 shows the hybrid powertrain according to the present embodiment when the hybrid powertrain enters the serial mode, one of the hybrid modes. In the serial mode, the engine clutch 15 has entered the released state, the brake 19 has entered the engaged state, and the clutch unit 9 connects the engine side driven gear 7 to the output shaft 5, so the engine power is not transmitted to the output shaft 5, but is transmitted to the ring gear R, which drives the generator G. Accordingly, the generator G generates electricity, and electricity is charged into a battery or supplied to the motor M. In the above state, the motor M is electrically rotated, and motor power is output. Here, the motor power is transmitted to the output shaft 5 via the motor-side driving gear 11 and the motor-side driven gear 13 .

For ease of explanation and precise definition of the appended claims, the terms "upper", "lower", "inner" and "outer" are used to describe features of the exemplary embodiments with reference to the positions of such features as shown in the drawings.

The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. These descriptions are not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application, thereby enabling others skilled in the art to make and use the various exemplary embodiments and various alternatives of the invention. and change. It is intended that the scope of the invention be defined by the claims appended hereto and their equivalents.

Claims (8)

1., for a hybrid power system for vehicle, comprising:

Axle drive shaft, described axle drive shaft is installed as the dynamic rotation by driving engine;

Engine side driven wheel, described engine side driven wheel is arranged on described axle drive shaft with one heart, so that with one heart by the dynamic rotation of described axle drive shaft;

First power transmission control unit and the second power transmission control unit, described first power transmission control unit and described second power transmission control unit are arranged so that described first power transmission control unit and described second power transmission control unit form different power transmission path for power is transferred to described engine side driven wheel from described axle drive shaft, and control respective power transmission state;

Output shaft, described output shaft and described axle drive shaft are arranged in parallel;

Engine side driven gear, described engine side driven gear to be rotatably provided on described output shaft and to engage with described engine side driven wheel;

Clutch unit, arranges described clutch unit and switches between stationary state and release position relative to described output shaft to make the serviceability of described engine side driven gear;

Motor side driven wheel, described motor side driven wheel is by the dynamic rotation of electrical motor; And

Motor side driven gear, described motor side driven gear to be fixedly installed on described output shaft and to engage with described motor side driven wheel.

2. the hybrid power system for vehicle according to claim 1,

Wherein, described first power transmission control unit comprises the engine clucht be arranged between described axle drive shaft and described engine side driven wheel; And

Wherein, described second power transmission control unit is included in the position be separated with described engine clucht and is arranged on sun and planet gear between described axle drive shaft and described engine side driven wheel.

3. the hybrid power system for vehicle according to claim 2, wherein, described engine clucht is arranged in described engine side driven wheel.

4. the hybrid power system for vehicle according to claim 2, wherein, described sun and planet gear comprises:

Pinion carrier, described pinion carrier is directly connected to described axle drive shaft;

Ring gear, described Ring gear is directly connected to described engine side driven wheel;

Sun wheel, described sun wheel is rotatably mounted on described axle drive shaft, and the rotation of described sun wheel is controlled; And

Drg, described drg is mounted to the rotation optionally engaging to control described sun wheel with described sun wheel.

5. the hybrid power system for vehicle according to claim 4, wherein, electrical generator is connected to the Ring gear of described sun and planet gear, to use input power to generate electricity.

6. the hybrid power system for vehicle according to claim 1, wherein, described clutch unit comprises:

Tooth clutch, described tooth clutch is configured to the serviceability of described engine side driven gear is switched between stationary state and release position relative to described output shaft.

7. the hybrid power system for vehicle according to claim 1, wherein, described clutch unit comprises:

Synchromesh gear, described synchromesh gear is configured to the serviceability of described engine side driven gear is switched between stationary state and release position relative to described output shaft.

8. the hybrid power system for vehicle according to claim 1,

Wherein, described engine side driven wheel has the diameter larger than the diameter of described engine side driven gear; And

Wherein, described motor side driven wheel has the diameter less than the diameter of described motor side driven gear.